Railway car provided with car coupler and combination carrying and centering mechanism therefor



Sept. 24, 1968 D. CLEJAN ETAL 3,402,826

RAILWAY CAR PROVIDED WITH CAR COUPLER AND COMBINATION CARRYING AND CENTERING MECHANISM THEREFOR Filed Nov. 16, 1966 5 Sheets-Sheet 1 l t I 'Q m 7 mm im. .e l fi Jliiin- MHZ a v j N R I n R- a... wlo m (I) b a 1 Ad K 3% 0 t r\- N &

wvew rons DEODAT CLEJAN, deceased, BY HARRIS TRUST a SAVINGS BANK, executor,

THOMAS C. GRAY Sept. 24, 1968 D. CLEJAN ETAL 3,402,826 RAILWAY CAR PROVIDED WITH CAR COUPLER AND COMBINATION CARRYING AND CENTERING MECHANISM THEREFOR Filed NOV. 16, 1966 5 Sheets-Sheet 2 Y B ow I NM. \N QM/Y an km mm /Q mv 9v vv O I: mm AM, I 11 I: mm mm nv ww \v vw 9 mm wv mm I mg D. CLEJAN' ET AL Sept. 24, 1968 3,402,826

RAILWAY CAR PROVIDED WITH CAR COUPLER AND COMBINATION CARRYING AND CENTERING MECHANISM THEREFOR Filed Nov. 16, 1966 5 Sheets-Sheet 5 Sept. 24, l CLEJAN ET AL 3,402,826

RAILWAY CAR PROVIDED WITH CAR COUPLER AND COMBINATION CARRYING AND CENTEHING MECHANISM THEREFOR Filed NOV. 16, 1966 5 Sheets-Sheet 4 Sept. 24, 1968 CLEJAN l-TI'AL 3,402,826

RAILWAY CAR PROVIDED WITH CAR COUPLER AND COMBINATION CARRYING AND GENTERING MECHANISM THEREFOR Filed Nov. 16, 1966 5 Sheets-Sheet 5 United States Patent RAILWAY CAR PROVIDED WITH CAR COUPLER AND COMBINATION CARRYING AND CENTER- IN G MECHANISM THEREFOR Deodat Clejan, deceased, late of Chicago, 11]., by Harris Trust and Savings Bank, Executor, Chicago, Ill., and Thomas C. Gray, Kern City, Calif., assignors to Cushion Coupler Corporation, Chicago, Ill., a corporation of Delaware Filed Nov. 16, 1966, Ser. No. 596,390 12 Claims. (Cl. 21321) ABSTRACT OF THE DISCLOSURE There is disclosed a railway car having a car coupler incorporating therein a combination carrying and centering mechanism, so as to retain the coupling head of the car coupler in proper vertical elevation for the coupling purpose, and notwithstanding substantial forward projection of the coupling head with respect to the striker carried by the adjacent end of the underframe of the railway car, and so selectively to restrain the coupling head in a normal centered position disposed substantially along the longitudinal centerline of the center sill of the car underframe, and so as to accommodate lateral pivotal movements of the shank of the car coupler to either side of the longitudinal centerline of the center sill, with the consequent selective movements of the coupling head and the two corresponding laterally offset operated positions respectively disposed on opposite sides of the longitudinal centerline of the center sill.

The present invention relates to railway cars provided with draft riggings, and more particularly to a railway car provided with a car coupler and a combination carrying and centering mechanism for the car coupler.

It is a general object of the invention to provide a railway car having a car coupler and incorporating an improved combination carrying and centering mechanism for the car coupler, so as to retain the coupling head of the car coupler in proper vertical elevation for the coupling purpose, and notwithstanding substantial forward projection of the coupling head with respect to the striker carried by the adjacent end of the underframe of the railway car, and so as selectively to restrain the coupling head in a normal centered position disposed substantially along the longitudinal center line of the center sill of the car underframe, and so as to accommodate lateral pivotal movements of the shank of the car coupler to either side of the longitudinal center line of the center sill, with the consequent selective movements of the coupling head into two corresponding laterally offset operative positions respectively disposed on opposite sides of the longitudinal center line of the center sill.

Another object of the invention is to provide in a railway car, an improved combination carrying and centering mechanism for the car coupler of the character described, that incorporates improved locking mechanism for selectively restraining the car coupler in its normal centered position, and that is selectively operative to release the car coupler for lateral movement into either one of its laterally offset operative positions.

A further object of the invention is to provide in a railway car, an improved combination carrying and centering mechanism of the character described, wherein the locking mechanism is provided with a manually operable handle for the purpose of selectively operating the same coupler into either one of its laterally offset positions following operation of the locking mechanism into its corresponding unlocked position.

Yet another object of the invention is to provide in railway car, an improved combination carrying and centering mechanism for the car coupler, that is of improved and simplified construction and arrangement, so as to accommodate ready coupling by the coupling head of the car coupler regardless of whether such coupling is to take place upon a tangential or straight track section, or upon a right-hand curved track section, or upon a left-hand curved track section.

A still further object of the invention is to provide in a railway car, an improved combination centering and carrying mechanism for a car coupler that accommodates cushioning in the shank thereof of initial buff forces transmitted to the coupling head thereof, with the result that only residual buff forces are transmitted to the cooperative draft gear arranged in the draft gear pocket provided in the adjacent end of the center sill of the underframe of the railway car.

Further features of the invention pertain to the particular arrangement of the elements of the railway car underframe and the combination carrying and centering mechanism for the car coupler thereof, whereby the above outlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following specification, taken in connection with the accompanying drawings, in which:

FIG. 1 is a side elevational view, partly broken away, of the outer end of the center sill of the underframe of a railway car and the adjacent combination carrying and centering mechanism for the car coupler thereof, and embodying the present invention;

FIG. 2 is a horizontal sectional view of the outer end of the center sill of the railway car and the car coupler, as shown in FIG. 1;

FIG. 3 is a fragmentary front elevational View of the car coupler and the combination mechanism that is carried by the adjacent front end of the center sill of the railway car;

FIG. 4 is an enlarged fragmentary front elevational view of the combination mechanism carried by the front end of the center sill, as shown in FIG. 3;

FIG. 5 is a greatly enlarged fragmentary plan view of the combination mechanism, this view being taken in the direction of the arrows along the line 55 in FIG. 4;

FIG, 6 is a greatly enlarged fragmentary longitudinal sectional view of the combination mechanism, this view being taken in the direction of the arrows along the line 66 in FIG. 4;

FIG. 7 is an enlarged fragmentary lateral sectional view of the combination mechanism, this view being taken in the direction of the arrows along the line 77 in FIG. 1;

FIG. 8 is an enlarged fragmentary front elevational view, partly in section, similar to FIG. 4, of a modified form of the combination mechanism;

FIG. 9. is an enlarged fragmentary plan view of the combination mechanism, this view being taken in the direction of the arrows along the line 9-9 in FIG. 8; and

FIG. 10 is an enlarged longitudinal sectional view of the combination mechanism, this view being taken in the direction of the arrows along the line 10--10 in FIG. 8.

Referring now to FIGS. 1 and 2, there is diagrammatically illustrated one end of a conventional railway car that includes an underframe that incorporates a longitudinally extending center sill 10 and a laterally extending end sill 11. The outer end of the center sill is open, as indicated at 10a, and an aligned opening is formed in the end sill 11, as indicated at 11a. A striker 12 is rigidly secured to the end sill 11 at the end of the center sill 10 and provided with an opening 1211 therethrough arranged in alignment with the openings Mia and 11a. The outer end portion of the center sill 10 disposed immediately inwardly of the striker 12 is hollow and has a draft gear pocket 10b formed therein; and a draft gear 13 is arranged in the pocket 10b; which draft gear 13 comprises a portion of the draft rigging; and which draft gear 13 may be of the conventional friction type. The front end of the draft gear 13 cooperates in the usual manner with a front follower 14, and the rear end of the draft gear 13 cooperates in the usual manner with a rear follower, not shown. In turn, the front follower 14 cooperates in the usual manner with front draft lugs 15 rigidly secured to the adjacent interior portion of the center sill 10, and the rear follower cooperates in the usual manner with rear draft lugs, not shown, rigidly secured to the adjacent interior portion of the center sill 10. The draft gear 13 and the cooperating front and rear followers are embraced by the usual yoke 16 of substantially U-shaped configuration and including upper and lower arms 16a and 16b respectively positioned above and below the draft gear 13 and projecting forwardly in the hollow center sill 10 toward the outer open end 10a thereof.

Further, the draft rigging comprises a car coupler 20 of any suitable type, but that is preferably of the cushion coupler type and of the character disclosed in US. Patent No. 3,246,771, granted on Apr. 19, 1966 to Thomas C. Gray. As illustrated, the car coupler 20 is of the particular construction and arrangement of that disclosed and claimed in the copending application of Deodat Clejan and Thomas C. Gray, Ser. No. 540,897 filed Apr. 7, 1966. Specifically, the car coupler 20 comprisesa coupling head 21, a primary shank 22 and a secondary shank 23. The coupling head 21 is of any suitable type, a conventional A.A.R. Type E being illustrated, by way of example; which coupling head 21 includes a guard arm 24, a pivotally mounted knuckle 25, a knuckle thrower, not shown, a lock, not shown, a lock-lift assembly, not shown, and the other usual appurtenances; which organization of elements is not described in further detail in the interest of brevity.

The secondary shank 23 is arranged in the outer open end 10a of the center sill 10 and projects through the opening 1211 provided in the striker 12; and more particularly, the rear end of the secondary shank Z3 is operatively connected to the yoke 16 and cooperates with the front follower 14, all in the usual manner. Specifically, an upstanding opening 26 is formed in the rear end of the secondary shank 23 that receives an upstanding connecting pin 27. The opposite ends of the connecting pin 27 are arranged in two aligned openings respectively formed in the outer ends of the upper and lower arms 16a and 16b of the yoke 16; and the extreme outer ends of the connecting pin 63 respectively engage in sliding relation upper and lower wear plates 17a and 17b. The upper wear plate 17a is carried by the adjacent top wall structure of the outer end of the center sill 10; and the lower wear plate 17b is carried by an adjacent lower yoke support 28 that is carried by the adjacent outer end of the center ill 10. The outer surface of the extreme rear end or strap portion 23a of the secondary shank 23 is of generally semi-spherical configuration and is received in a corresponding cavity formed in the adjacent front surface of the front follower 14, in the usual manner; and moreover, a bearing block 29 is arranged in the opening 26 at the rear side of the upstanding connecting pin 27 and in interposed relation with respect to the rear side of the connecting pin 27 and the adjacent front side of the strap portion 23a of the extreme rear end of the secondary shank 23. The

4 rear side of the bearingblock 29 and the front side of the strap portion 23a of the extreme rear end of the secondary shank 23 that are disposed in contact with each other are provided with the usual substantially semi-spherical surfaces so as to accommodate articulation of the secondary shank 23 in the horizontal direction about the pivot pin 27 and with respect to the front follower 14, all in a conventional manner. s

As best shown in FIGS. land 2, the primary shank 22 is formed integral with the coupling head 31 and projects rearwardly longitudinally therefrom; and further, the primary shank 22 is hollow having an open rear end, and provided with a pair of laterally spaced-apart plates 30. Similarly, the front end of the secondary shank 23 carries a bell-shaped or box-like member 31 having an open front end and formed integrally with the secondary shank 23 and arranged in surrounding relation with the primary shank 22. The bell 31 is also provided with a pair of substantially parallel side walls 32 and substantially parallel top and bottom walls 33 and 34, respectively. The primary shank 22 is mounted within the bell 31 for longitudinal sliding movements by two pairs of lugs, not shown, respectively carried by the plates 30 and two pairs of longitudinally extending rails, not shown, respectively carried by the top and bottom walls 33 and 34 of the bell 31. Specifically, each plate 30 carries a pair of the lugs at the opposite ends thereof; and each of the top and bottom walls 33 and 34 carries a pair of the rails arranged in laterally spaced-apart relation; and each one of the lugs cooperates with the adjacent one of the rails. Arranged between each lug and the adjacent rail are a resilient pad and a wear strip, both not shown, the pad being directly secured to the lug, and the rear strip being directly secured to the pad and slidably engaging the rail. I

The primary shank 22 and the bell 31 are interconnected by lost-motion mechanism including a pair of pins or keys 35 and 36. The key 35 is provided with a vertically extending shank that projects through a pair of aligned longitudinally extending slots 37, respectively formed in the top and bottom walls 33 and 34 and also through an aligned opening formed in the adjacent plate 30. Similarly, the key 36 is provided with a vertically extending shank that projects through a pair of aligned longitudinally extending slots 38 respectively formed in the top and bottom walls 33 and 34 and also through an aligned opening formed in the adjacent plate 30. The keys 35 and 36 have enlarged heads, not shown, so as to accommodate exact location thereof in the respective slots 37 and 38, since the keys 35 and 36 are removably secured in place. Also, the shanks of the keys 35 and 36 are ribbon-like in cross-section, so as to prevent rotation of the keys 35 and 36 in the respective slots 37 and 38. Thus, the longitudinal movement of the primary shank 22 with respect to the bell 31 is further guided by the cooperation between the keys 35 and 36 and the respective slots 37 and 38 that are formed in the top and bottom walls 33 and 34, respectively, of the bell 31. Moreover, this lost-motion connection between the primary shank 22 and the bell 31 establishes front and rear limit positions for the primary shank 22; which limited longitudinal travel of the primary shank 22 thus accommodated by this lost-motion connection is employed for a purpose more fully explained hereinafter. At this point it is noted that when the primary shank 41 occupies 'its front limit position, as shown in FIGS. 1 and '2, the coupling head 21 is disposed well forwardly longitudinally of the open front of the bell 31. On the other hand, when the primary shank 22 occupies its rear limit position, not shown, the coupling head 21 is disposed principally within the bell 31, having moved rearwardly through the open front into the bell 31, as permitted by the rearward longitudinal guided movement of the primary shank 22 within the bell 31.

Arranged within the front portion of the bell 31 and respectively positioned on opposite sides of the plates 30 of the primary shank 22 are two pairs of cushion mem bers 39, each essentially comprising a stack of a plurality of individual resilient pads 40. As illustrated, the individual pads 40 are separated by intervening metal plates 41; and the outer and inner sides of the stack are respectively provided with corresponding outer and inner plates 42 and 43. The outer plate 42 is rigidly secured to the adjacent inner surface of the side wall 32 of the bell 61; the inner plate 43 is rigidly secured to the adjacent outer surface of the plate 30 of the primary shank 22; and opposite sides of each of the intervening plates 41, are respectively secured to the adjacent surfaces of two of the pads 40. Specifically, each of the pads 40 may be formed of live rubber; whereby the opposite sides of the pads 40 are vulcanized to the adjacent two of the plates 41, 42 and 43. In the arrangement, the members 39 are initially strained in shear, as best illustrated in FIG. 2; whereby the shear stresses in the members 39 resiliently bias the primary shank 22 forwardly longitudinally and into its front limit position, as illustrated in FIG. 2, so that the coupling head 21 is thrust forwardly longitudinally With respect to the open front end of the bell 31.

As the primary shank 22 is moved out of its front limit position, which is its normal position, rearwardly longitudinally toward its rear limit position, the members 39 are further strained, so that the resulting shear stresses therein are substantially increased, with the result that the members 39 resiliently oppose such rearward longitudinal movement of the primary shank 22. Of course, in the event an unusually great rearwardly directed longitudinal force is exerted upon the coupling head 21, the same moves rearwardly longitudinally into the open front end of the bell 31 causing the primary shank 22 to move from its front limit position rearwardly longitudinally into its rear limit position; which rear movement of the primary shank 22 is resiliently opposed by the members 39; whereby the rearwardly directed longitudinal force upon the coupling head 21 is thus transmitted, in part, via the primary shank 22 and the resilient members 39 to the bell 31 and consequently to the secondary shank 23 and ultimately through the draft gear 13 to the center sill of the railway car. Any further rearwardly directed longitudinal force exerted upon the coupling head 21 is simply transmitted directly from the primary shank 22 to the bell 31 and thus directly to the secondary shank 23 with the primary shank 22 in its rear limit position; which force is transmitted via the keys 36 and 37 from the primary shank 22 to the bell 31 and independently of the resilient members 39. After the rearwardly directed longitudinal force upon the coupling head 21 subsides, the members 39 react to return the primary shank 22 forwardly longitudinally and back into its front limit position, as shown in FIG. 2; whereby the coupling head 21 is returned back into its normal position thrust well forwardly longitudinally and out of the open front end of the bell 31.

A wedge 44 is formed integrally with the extreme front end of the secondary shank 23 and entirely within the rear end of the surrounding zbell 31 and projects forwardly longitudinally from the front end of the secondary shank 23 into the open rear end of the primary shank 22 and between the plates 30 thereof. Arranged within the open rear end of the primary shank 22 and on opposite sides of the wedge 44 are two pairs of friction shoes 45 that are respectively pivotally mounted at the front ends thereof upon structures 46 carried by the primary shank 22 adjacent to the front end thereof at the junction of the primary shank 22 and the rear end of the coupling head 21. The individual friction shoes 45 are respectively urged or biased inwardly into resilient frictional engagements with the forwardly tapered surfaces of the wedge 44 by respectively associated resilient members 47. Each of the members 47 is of composite structure including a plurality of resilient pads and a plurality of intervening metal plates. The individual resilient pads may be formed of live rubber; whereby the members 47 are of the fundamental construction of the members 39. The resilient members 47 are secured at the outer ends thereof to the respectively adjacent ones of the plates 30 and secured at the inner ends thereof to the respectively adjacent ones of the friction shoes 45; whereby each resilient member 47 is subject to some initial compression.

As the primary shank 42 is moved out of its front limit position rearwardly longitudinally toward its rear limit position, the friction shoes 45 slide upwardly along the opposite forwardly tapered surfaces of the wedge 44 effecting further compression of the respective resilient members 47; whereby the frictional drag of the friction shoes 45 upon the adjacent surfaces of the wedge 44 is substantially increased, with the result that the friction shoes 45 frictionally oppose such rearward longitudinal movement of the primary shank 42. Moreover, this frictional drag is progressively increased as the resilient members 47 are progressively compressed in response to progressive rearward longitudinal movement of the primary shank 22 out of its front limit position. Accordingly, a rearwardly directed longitudinal force upon the coupling head 21 is thus transmitted, in part, via the primary shank 22 and the plates 30 and the resilient members 47 and the friction shoes 45 to the wedge 44 and consequently to the secondary shank 23 and ultimately through the draft gear 13 to the center sill 10 of the railway car. Of course, in the event, the primary shank 41 is moved rearwardly entirely into its rear limit position, no further force is transmitted between the friction shoes 45 and the wedge 44, since the keys 35 and 36 then act directly to transmit any further force between the primary shank 22 and the bell 31 and consequently to the secondary shank 23 and independently of the friction shoes 45 and the wedge 44.

In view of the above description of the modes of operations of the cushioning mechanism, including the resilient members 39, and the friction mechanism, including the friction shoes 45, it will be appreciated that the cushioning mechanism and the friction mechanism act in parallel relation to transmit rearwardly directed longitudinal forces acting upon the primary shank 22 to the secondary shank 23, and independently of the lost-motion mechanism, including the keys 35 and 36, during travel of the primary shank 22 between its front limit position and its rear limit position. On the other hand, when the primary shank 22 occupies its rear limit position, any further rearwardly directed longitudinal forces are transmitted from the primary shank 22 to the secondary shank 23 by the lost-motion mechanism, and independently of both the cushioning mechanism and the friction mechanism. Also, it is noted that the friction mechanism absorbs energy in the frictional sliding of the shoes 45 over the adjacent surfaces of the wedge 44; whereby the friction mechanism prevents oscillation of the primary shank 22 relative to the secondary shank 23 and between its front limit position and its rear limit position.

In view of the foregoing, it will be appreciated that in the train operation of the cushion coupler 20, there is no substantial forward longitudinal movement of the primary shank 22 relative to the secondary shank 23 due to the action of the lost-motion mechanism, with the result that there is no forward movement of the coupling head 21 relative to the bell 31 when a draft force is exerted upon the coupling head 21. On the other hand, when a bufi force is exerted upon the coupling head 21, the same moves rearwardly within the open front of the bell 31 causing relative rearward longitudinal movement of the primary shank 22 with respect to the secondary shank 23; whereby the buff forces thus involved are transmitted from the primary shank 22 to the secondary shank 23 by the cushion mechanism and the friction mechanism acting 7 in parallel relation and independently of the lost-motion mechanism.

Continuing the reference to FIGS. 1 and 2, the draft rigging there illustrated and embodying the features of the present invention, further comprises an elongated longitudinally extending support 50 arranged below the outer end of the center sill 10 and projecting forwardly with respect thereto, the rear end of-the support being rigidly secured, as by welding, to lower yoke support 28 and thus to the adjacent outerend of the center sill 10, and the front end of the support 50 terminating below the rear part of the bottom wall 34 of the bell 31'. The support50 is of strong and rigid structure, as clearly shown in FIGS. 1 and 3; and, as best shown in FIGS. 4 to 7, inclusive, the top of the support 50 carries at the front end thereof, a substantially horizontal plate 51. Arranged on the top of the plate 51, at the front end thereof, is a box-like structure 52 that includes a top plate member 53 provided with a depending skirt including front and rear wall 54 and 55 and a pair of side walls 56; which structure 52 is also of strong and rigid structure. A foot member 57 is rigidly secured to the front central portion of the bottom wall 34 of the bell 31, as by Welding; which foot member 57 is positioned above the central portion of the plate member 53; and which foot member 57 has rigidly secured thereto, as by welding, an upper plate 58 that is disposed in substantially horizontal position and located immediately above the central portion of the plate member 53. A friction control pad 59 is fixedly secured to the bottom of the top plate 58 and disposed in direct engagement with the top of the plate member 53; which pad 59 preferably comprises a layer of polytetrafiuoroethylene, or similar wear-resistant synthetic organic resin. In the arrangement, the bell 31 is thus partially supported by the front end of the support 50 through the elements 57, 58, 59 and 53.

In order to accommodate limited vertical movement of the structure 52 with respect to the front end of the support 50, two laterally spaced-apart cushion elements 60 are carried by the front of the plate 51 adjacent to the opposite sides thereof and are housed in the structure 52. The cushion elements 60 are identical; and each such cushion element 60 essentially comprises a plurality of live rubber layers 61 intimately vulcanized to a plurality of metal washer-like parts 62 and a metal cap plate 63. The cap plate 63 is securely fastened to a number of depending studs 64 rigidly carried by the bottom of the plate 53 utilizing a number of nuts 65. The cushion element 60 is retained in position by a depending central stud 66 rigidly secured to the bottom of the plate 53 and projecting through the parts 63, 61 and 62. Also, the lower end of the central stud 66 projects through a cooperating hole formed in the plate 51 and carries on the extreme lower end thereof a lock washer 67 and a fastening nut 68, both disposed below the plate 51. This arrangement, including the cushion elements 60, effects resilient mounting of the plate member 53 upon the rigid plate 51, so as correspondingly resiliently to mount the bell 31 upon the plate 51, whereby the coupler 20 is thus resiliently mounted upon the front end of the support 50.

As previously explained, the connecting pin 27 accommodates limited lateral pivotal movements of the secondary shank 23 with respect to the draft gear 13 and the adjacent outer end of the center sill 10; and this connecting pin 27 also accommodates limited vertical movements of the secondary shank 23 with respect to the draft gear 13 and the adjacent outer end of the center sill 10. In the arrangement, the limited vertical movements of the secondary shank 23, and thus the coupler 20, are cushioned by the cushion elements 60, since the bell 31 is at least partially supported by the plate 53 through the elements 57, 58 and 59, and the plate 53 is resiliently supported by the plate 51 through the cushion elements 60. Accordingly, the support '50 carries or maintains the coupling head 21 in proper vertical position with respect to the rail heads supporting the railway c'ar,'so as to accommodate proper and effective coupling and' 'uncoupling with respect to a cooperating car coupler, all in a well known manner.

In order to limit the movement of the foot'mernber 57 downwardly towards the plate member 53, so asto protect the friction pad 59 against'undue'crushing forces exerted between the plates 5 8 and 53, .a'pair of laterally spaced-apart stops 68 are rigidly carried by the bottom wall 34 of the bell 31 and disposed in cooperating relation with a pair of laterally spaced-apart stops 69 rigidly carried by the plate 53. Thus, after limited downward movement of the bell 31 toward the outer end of the support 50, the stops 68 carried by the bottom wall-34 of the bell 31 respectively engage the stops 69 carried by the plate 53, whereby there is no further relative downward movement of the foot member 57 with respect to the plate member 53, so as to prevent crushing of the friction pad 59.

As the secondary shank 23 is pivoted in the lateral direction about the connecting pin 27, the bell 31, the primary shank 22 and the coupling head 21 move therewith; and these elements are moved laterally in the generally horizontal plane by virtue of the sliding engagement of the friction control pad 59 with the substantially horizontal top surface of the plate member 53. Of course, the foot member 5-7 is supported by the friction control pad 59 through the plate 58; and the foot member 57 supports the bell 31, and consequently the coupling head 21, so that the coupling head 21 is movable laterally in a generally horizontal plane to effect its coupling func tions. More particularly, the coupling head 21 has a normal position, wherein it is disposed substantially along the longitudinal center line of the center sill, and wherein the foot member 57 is supported in a substantially central position upon the plate member 53, as shown in FIG. 4. The coupling head 21 has a first operated position, wherein it is disposed in a laterally offset position to the left of the longitudinal center line of the center sill 10, as viewed from above; .and wherein the foot member 57 occupies a corresponding laterally offset position towards the right, as viewed from the front in FIG. 4, upon the plate member 53. Also, the coupling head 21 has a second operated position, wherein it is disposed in a laterally offset position to the right of the center line of the center sill 10, as viewed from above; and wherein the foot member 57 occupies a corresponding laterally ofr'set position towards the left, as viewed from the front in FIG. 4, upon the plate member. Of course, it will 'be understood that when the coupling head 21 occupies its normal position it is in proper relation to couple a cooperating coupling head with the railway cars supported upon a straight or tangential track section. On the other hand, when the coupling head 21 occupies its first operated position, it is in proper relation to couple'a cooperating coupling head with the rail-way cars supported upon a curved to-the-left track section; and, when the coupling head 21 occupies its second operated position, it is in proper relation to couple a cooperating coupling head with the railway cars supported upon a curved to-theright track sections. These operated positions of the coupling head 21 are very useful in the present construction of the coupler 20 by virtue of the substantial forward projection of the coupling head 21 with respect to the striker 12 carried by the end sill 11 of the underframe of the railway car, as shown in FIGS. 1 and 2. Of course, these operated positions of the coupling head 21 greatly minimize the derailing forces that are encountered by the coupling head 21, when the coupling functions are effected thereby with the railway car supported upon a curved track section.

For the purpose of controlling the position of the bell 31, and consequently the coupling head 21, with respect to the normal and operated positions thereof, locking mechanism 70 is provided that includes a rocking element 71 carried by the structure 52 immediately rearwardly of the rear wall 55. More particularly, a longitudinally extending shaft 72 is mounted in a pair, of aligned holes formed in the walls 54 and 55, and the rocking element 71 is rigidly secured to the rear end of the shaft 72. The front end of the shaft 72 has an arm 73 rigidly secured thereto that carries a longitudinally extending and forwardly projecting crank pin 74. .A laterally extending rod 75 is slidably mounted in a substantially U-shaped bracket 76 rigidly affixed to the front wall 54; which rod 75 is pivotally connected at the inner end thereof by a strap 77 to the crank pin 74. A coil spring 78 is arranged in surrounding relation with the .outer end of the rod 75 and between the arms of the bracket 76; and the ends of the coil spring 78 are disposed in engagement with a pair of disk-like parts 79 slidablyv carried by the rod 75 respectively adjacent to the opposite arms of the bracket 76. In the arrangement, the spring 78 cooperates with the disks 79 to bias the rod 75 into a normal position, as illustrated in FIG. 4; whereby the rod 75 acting through the elements 77, 74, 73 and 72 biases the rocking element 71 into a normal position, as illustrated in FIG. 4; which normal position of the rocking lever 71 constitutes a locking position thereof. More particularly, the opposite ends of the rocking lever 71 respectively carry two lock lugs 80 that respectively cooperate with two abutments provided by the opposite sides of the plate 58; whereby the rocking lever 71 in its lock position, as illustrated in FIG. 4, projects the lock lugs 80 into lock positions with the respectively adjacent sides of the plate 58, so as to lock the foot member 57in its normal central position, as shown in FIG. 4.

When it is desired to move the coupling head 21 out of its normal or central position, it is necessary first to actuate the rocking lever 71 into the proper one of its two unlock positions, so as to permit the required lateral sliding movement of the foot member 57 upon the plate member 53. Now assume that it is desired to move the coupler 20 so that the bell 31 is to be moved toward the right in FIG. 4, the rocking lever 71 is first rotated in the clockwise direction, as viewed in FIG. 4, so that the right-handlock lug 80 is depressed below the plane of the plate member 53 and into unlocking relation with the adjacent side of the plate 58, whereby the bell 31 may be moved toward the right causing the friction control pad 59 to slide toward the right over the top surface of the plate member 53. Subsequently, when the bell 31 is moved back toward the left, moving the foot member 57 back into its normal position, the right-hand lock lug 80 is again projected, by the action of the coil spring I" 78, into its locking position with the adjacent side of the plate 58; wherebyrthe foot member 57 is again locked in its normal central position on the plate member 53, as shown in FIG. 4. Now assume that it is desired to movethe coupler 20 so that the bell 31 is moved toward the right in FIG. 4, the vrocking lever 71 is first rotated in the counterclockwise direction, as viewed in FIG. 4, so that the left-hand lock lug 80 is depressed below the plane of the top of the plate member 53 and into unlocking relation with the adjacent side of the plate 58, whereby the bell 31 may be moved toward the left causing the frictioncontro'l pad 59 to slide toward the left over the top surface ,of the plate member 53. Subsequently, when the bell 31 is moved back toward the right, moving the foot member 57 back into its normal position, the left-hand lock lug 80 is again projecting, by the action of the coil spring 78, into its locking position with the adjacent side of the plate 58; whereby the foot member 57 is again locked in its normal or central position on the plate member 53, as shown in FIG. 4.

For the purpose ofselectively operating the locking mechanism 70 from its lock position into its two individual unlock positions and for the purpose of selectively moving the bell 31 out of its normal position into either one of-its lateral offset positions, all as described above,

there is provided an arrangement including a manually operable lever 81 that terminates in ahand-grasp 82, as best shown in FIGS. l and 3. More particularly the lever 81 is arranged on one side 32 of the bell 31 and pivotally mounted adjacent to the intermediate portion thereof to the lower rear portion of the side 32 by a pivot pin 83 mounted in a cooperating lug 84 that is rigidly carried adjacent to the lower rear portion of the side 32, as best shown in FIGS. 1, 3 and 7. As best shown in FIGS. 3 and 7, the extreme lower end of the lever 81 terminates in a fixture 85 that is pivotally connected by a pivot pin 86 to the extreme outer end of a laterally extending rod 87; and the extreme inner end of the rod 87 is pivotally connected by a crank, pin 88 to the intermediate portion of the rocking lever 71 at a position located below the adjacent rear end of the shaft 72. Accordingly, the manually operable lever 81 is pivotally connected both to the bell 31 of the coupler 20 and to the rocking lever 71 of the locking mechanism 70 so that it effects both selective lateral movements of the bell 31 and selective operation of the locking mechanism 70 incident to corresponding lateral movements of the manual lever 31 by the appropriate action of a brakeman holding the hand-grasp 82.

More particularly, referring to FIG. 7, when the brakeman pulls outwardly on the hand-grasp 82, to the right as viewed in FIG. 7, the lever 81 is pivoted in the clockwise direction about the pivot pin 83 so that an inward thrust is exerted upon the rod 87 causing the rocking lever 71 to be rotated in the clockwise direction, as viewed in FIG. 7, with the shaft 72; whereby the rocking lever 71 is thus moved from its normal lock position, as shown in full lines in FIG. 7, into its unlock position, as shown in dotted linesin FIG. 7. A continued outward pull by the brakeman upon the hand-grasp 82 causes the bell 31 to be moved outwardly, or to the right as viewed in FIG. 7; whereby the foot member 57 slides toward the right upon the plate member53, with the result that the bell 31, and consequently the coupling head 21, is moved out of its normal position intoits corresponding offset operated position. Recapitulating, the initial outward movement of the hand grasp 82 by the brakeman first selectively operates the locking mechanism 70 into its unlock position to accommodate corresponding outward movement of the bell 31, and continued outward movement of the hand-grasp 82 effects corresponding outward movement of the bell 31, following the op eration of the locking mechanism 70 into its unlock position to permit such outward movement, so that the coupler 20 is then physically moved from its normal pos1tion into its correspondinglateral offset operated position. Subsequently, when the brakeman urges or pushes the hand-grasp 82 back inwardly, toward the left as viewed in FIG. 7, the bell 31 is first moved back into its normal position; whereupon the brakeman may release the hand-grasp 82, with the result that the locking lever 71 is automatically moved back into its lock position with respect to the plate 58, by the action of the coil spring 78, soas again to lock the foot member 57 in its normal position upon the plate member 53, in the manner previously explained.

More particularly, referring to FIG. 7, when the brakeman pushes inwardly on the hand-grasp 82, to the left as viewed in FIG. 7, the lever 81 is pivoted in the counterclockwise direction about the pivot pin 83 so that an outward pull exerted upon the rod 87 causing the rocking lever 71 to be rotated in the counter-clockwise direction, as viewed in FIG. 7, with the shaft 72; whereby the rocking lever 71 is thus moved from its normal lock position, as shown in full lines in FIG. 7, into its unlock position, not shown. A continued inward push by the brakeman upon the hand-grasp 82 causes the bell 31 to be moved inwardly, or to the left as viewed in FIG. 7; whereby the foot member 57 slides toward the left upon the plate member 53, with the result that the bell 31, and consequently the coupling head 21, is moved out of its normal position into its corresponding offset operated position. Recapitulating: the initiat inward movement of the handgrasp 82 by the brakeman first selectively operates the locking mechanism 70v into its unlock position to accommodate corresponding inward movement of the bell 31, and continued inward movement of the hand-grasp 82 effects corresponding inward movement of the bell 31, following the operation of the rocking mechanism 70 into its unlock position to permit such inward movement, so that the coupler 20 is then physically moved from its normal position into its corresponding lateral offset operated position. Subsequently, when the brakeman pulls the handgrasp 82 outwardly, toward the right as viewed in FIG. 7, the bell 31 is first moved back into its normal position; whereupon the brakeman may release the hand-grasp 82, with the result that the locking lever 71 is automatically moved back into its look position with respect to the plate 58, by the action of the coil spring 78, so as again to lock the foot member 57 in its normal position upon the plate member 53, in the manner previously explained.

In connection with the lateral movements of the foot member 57 out of its normal or central position upon the plate member 53, as best shown in FIG. 4, it will be appreciated that the plate 58 carried 'by the bottom of the foot member 57 cooperates with the respective abutments or stops 69 so as to limit lateral movements of the foot member 57 upon the plate member 53 and so as positively to establish the two natural offset positions of the foot member 57 upon the plate member 53 in order correspondingly to establish the two lateral offset operated positions of the coupling head 21 for the purpose previously explained. v

In an illustrative example of the cushion coupler 20, when the coupling head 21 occupies its normal front limit position, the longitudinal distance between the pulling face of the coupling head 21 and the extreme front end of the bell 31 may be 9%;"; the longitudinal distance between the extreme front end and the extreme rear end of the bell 31 may be 19 4"; the overall longitudinal distance between the pulling face of the coupling head 21 and the extreme rear end of the secondary shank 23 may be 50 the vertical distance between the top and'bottom walls 33 and 34 of the bell 31 may be 25"; and the lateral width between the the opposite side walls 32 of the bell 31 may be 30". The overall travel of the coupling head 21 with respect to the bell 31 may be 7%", causing the primary shank 22 to travel between its front limit position and its rear limit position. Also, the draft gear 13 may accommodate 2%" of movement in either longitudinal direction from its normal position. Thus, the rigging accommodates a maximum of 2 forward longitudinal movement in draft of the coupling head 21 relative to the center sill and accommodates a maximum of 10" rearward longitudinal movement in buff of the coupling head 21 relative to the center sill 10.

Referring now to FIGS. 8 to 10, inclusive, there is illustrated a modified form of the locking mechanism 170 that is incorporated in the rigging and disposed between the foot member carried by the bell of the cushion coupler and the plate member carried by the extreme front end of the support provided on the adjacent outer end of the center sill of the railway car. In this case, the foot member 157 essentially comprises a ring that is rigidly secured to the central portion of the adjacent bottom wall 134 of the bell 131 of the cushion coupler there depicted; the plate member 153 of the structure 152 is arranged directly below the foot member 157 for the support purpose; and the structure 152 is resiliently supported by the cushion elements 160 upon the plate 151 carried on the top of the extreme front end of the support 150 there depicted. In this arrangement, an elongated laterally extended slot 153a -is formed in the central portion of the plate member 153; and a lock bolt 201 is rigidly secured in a centrally disposed opening provided in the foot member 157 and depends downwardly therefrom and projecting through the slot 153a into the central interior of the support 152. Also, the foot member 157 carries a substantially channel-shaped guide 202p'rovided with laterally extending depending flanges 203 embracing the adjacent front and rear walls 154 and 155 of the structure 152; and a friction control pad 159 is arranged between the adjacent surfaces of the elements 153 and 202. In this case, the friction control pad 159 may take the form of a brass washer-like member.

In the arrangement described the foot member 157 is supported through the elements 202 and 159 upon the plate member 153 and with the lock bolt 201 projecting through the laterally extending slot 153a formed in the plate member 153; whereby the foot member 157 is capable of lateral sliding movements upon the plate member 153 from its normal or central position, as illustrated in FIG. 8, into either one of two laterally oppositely disposed operated positions, as respectively established by the cooperation between the lock bolt 201 and the opposite ends of the laterally extending slot 153a formed in the plate member 153.

Further the locking mechanism comprises, in addition to the lock bolt 201, a cup-like member 205 arranged in the central portion of the hollow structure 152 and rigidly supported from the front and rear walls 154 and 155 by a plurality of arms 206, one pair of the arms 206 extending between the cup-like member 205 and the front wall 154, and another pair of the arms 206 extending between the cup-like member 205 and the rear wall 155. Arranged within the cup-like member 205 is a piston-like core 207; which piston-like core 207 is biased upwardly toward the plate member 153 by a coil spring 208 arranged in the lower end of the cup-like member 205 and disposed between the piston-like core 207 and a plate 209 closing the bottom end of the cuplike member 205. A longitudinally extending operating shaft 210 is rotatably mounted in two oppositely disposed and aligned holes provided in the upper portion of the cup-like member 205; which operating shaft 210 carries a pair of oppositely laterally extending cams 211 engaging the top of the piston-like core' 207. Specifically the piston-like core 207 is mounted for vertical sliding movements within the cup-like member 205 between the plate 208 and the operating shaft 210, the piston-like core 207 being normally biased upwardly by the coil spring 208 into contact with the cams 211 carried by the operating shaft 210. Further the operating shaft 210 carries an enlarged bearing 212 rotatably mounted in the rear wall 155 of the structure 152; and the rear surface of the bearing 212 carries a crank arm 213 that is radially offset with respect to the center line of the bearing 212 and the operating shaft 210. Further, it is noted that the crank arm 213 is operatively pivotally connected to a rod 187 that is employed for'the purpose of selectively rotating the operatingshaft 210.throughthe crank arm 213 and the bearing 212. The upper portion of the piston-like core 207 carries four upstanding and circumferentially spaced apart projections or fingers 215 that embrace a head 201a provided on the extreme lower end of the lock bolt 201, when the. foot member 157 occupies its normal or central position.

In view of the foregoing description it will be under= stood that when the foot member 157 occupies its normal or central position it is locked in place by the lock mechanism 170; and specifically, at this time, the coil spring 208 biases the piston-like core 207 upwardly "so that the fingers 215 embrace the head 201a of the lock bolt 201 so as securely to restrain the lock bolt 201, and consequently the foot member 157, in its normal or'central position. i t

When it is desired to move the bell 131 of the cushion coupler out of its normal or centralposition, it is first necessary to operate the locking mechanism 170to its unlock position; which unlocking may be effected by simply rotating the operating shaft 210 in either direction with respect to its normal position, as depicted in FIG. 8.-

More specifically, rotation of the operating shaft 210 in either direction causes the corresponding one of the cams 211 to depress the adjacent top surface of the piston-like core 207 causing the same to move downwardly against the bias of the coil spring 208, whereby the fingers 215 are moved downwardly below the head 201a of the lock bolt 201, thereby to unlock the lock bolt 201 for lateral movement in either direction in the laterally extending slot 153a formed in the plate member 153. Of course the force applied to the rod 187 by the associated manually operable lever, not shown, is then effective to bring about the movement of the bell 131 in the desired lateral direction; all in the manner as previously explained.

Subsequently, when the bell 131 is moved laterally so as to cause the foot member 157 to be returned "back into its normal or central position, the head 201a of the lock bolt 201 rides over the outer downwardly tapered surfaces 215a of the adjacent pair of the fingers 215 so as to force the piston-like core 207 downwardly against the bias of the coil spring 208. After the head 20111 of the lock bolt 201 rides over the extreme upper ends of the pair of fingers 215, the spring 208 forces the core-like piston 207 upwardly so as to cause the fingers 215 again to embrace the head 201a of the lock bolt 201, thereby again to lock the foot member 157 back into its normal or central position upon the plate member 153.

In view of the foregoing it will be understood that the basic modes of operation of the lock mechanisms 70 and 170 are the same in that each of these lock mechanisms locks the associated foot member in in normal or central position and is selectively operative into an unlock position or positions to accommodate movement of the associated foot member out of its normal or central position. Also, in each case the same manually operable lever is selectively operable both to operate the associated locking mechanism out of its lock position and selectively to move the associated bell of the cushion coupler in the desired lateral direction.

In view of the foregoing, it is apparent that there has 'been provided in a railway car having a car coupler, an improved combination carrying and centering mechanism for the car coupler, so as to retain the coupling head of the car coupler in proper vertical elevation for the coupling purpose, and notwithstanding substantial forward projection of the coupling head with respect to the striker carried by the adjacent end of the underframe of the railway car, and so as selectively to restrain the coupling head in a normal centered position disposed substantially along the longitudinal center line of the center sill of the car underframe, and so as to accommodate lateral pivotal movements of the shank of the car coupler to either side of the longitudinal center line of the center sill, with the consequent selective movements of the coupling head into two corresponding laterally offset operated positions respectively disposed on opposite sides of the longitudinal center line of the center sill.

While there has been described what is at present considered to be the preferred embodiment of the invention, it will be understood that various modifications may be made therein, and it is intended to cover in the appended claims all such modifications as fall within the true spirit and scope of the invention.

What is claimed is:

1. In a railway car including a longitudinally extending center sill having an open outer end, a striker rigidly carried by the extreme outer end of said center sill and having an opening therethrough communicating with the adjacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination comprising a shank arranged in the outer open end of said center sill and projecting outwardly through the opening provided in said striker, a

coupling head disposed well outwardly of said striker and rigidly connected to the outer end of said shank, said coupling head being adapted to receive the usual draft and buff forces and to transmit the same to said shank, an operative connection between the inner end of said shank and said draft gear arranged to transmit both draft and bufi forces from said shank to said center sill through said draft gear, a support arranged below the outer end of said center sill and projecting outwardly with respect thereto, the inner end of said support being rigidly secured to the adjacent outer end of said center sill, the outer end of said support projecting forwardly below the intermediate portion of said shank, said operative connection between the inner end of said shank and said draft gear accommodating limited lateral pivotal movements of said shank in a generally horizontal plane and to either side of the longitudinal center line of said center sill, a plate member carried on the upper part of said support adjacent to the outer end thereof and positioned below the intermediate portion of said shank, a foot member carried on the lower part of said shank adjacent to the intermediate portion thereof and positioned above said plate member, said foot member slidably engaging said plate member to support said shank in a generally horizonal position in any angular position thereof and to accommodate the lateral pivotal movements of said shank in the generally horizontal plane, said foot member having a normal position on said plate member wherein said coupling head is disposed in a corresponding central position arranged in substantial alignment with the longitudinal center line of said center sill, said foot member having a first operated position on said plate member wherein said coupling head is disposed in a corresponding first offset position located laterally on one side of the longitudinal center line of said center sill, said foot member having a second operated position on said plate member wherein said coupling head is disposed in a corresponding second offset position located laterally on the other side of the longitudinal center line of said center sill, locking mechanism carried by one of said members and cooperating with the other of said members, said locking mechanism having a lock position and a first unlock position and a second unlock position, said locking mechanism in its lock position restraining said foot member in its normal position, said locking mechanism in its first unlock position releasing said foot member for sliding movement from its normal position into its first operated position, said locking mechanism in its second unlock position releasing said foot member for sliding movement from its normal position into its second operated position, and means for selectively operating said locking mechanism into its three positions named.

2. The railway car combination set forth in claim 1, and further comprising a friction control pad carried by one of said members and positioned between the adjacent cooperating faying surfaces of said members in order to govern the sliding friction therebetween as said foot member is slid on said plate member.

3. The railway car combination set forth in claim 2, wherein said friction control pad consists essentially of polytetrafiuoroethylene resin.

4. The railway car combination set forth in claim 1, and further comprising a first stop carried by said plate member and cooperating with said foot member positively to establish the location of the first operated position of said foot member on said plate member, and a second stop carried by said plate member and cooperating with said foot member positively to establish the location of the second operated position of said foot member on said plate member.

5. In a railway car including a longitudinally extending center sill having an open outer end, a striker rigidly carried by the extreme outer end of said center sill and having an opening therethrough communicating with the adjacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination comprising a shank arranged in the outer open end of said center sill and projecting outwardly through the opening provided in said striker, a coupling head disposed well outwardly of said striker and rigidly connected to the outer end of said shank, said coupling head being adapted to receive the usual draft and buff forces and to transmit the same to said shank, an operative connection between the inner end of said shank and said draft gear arranged to transmit both draft and buff forces from said shank to said center sill through said draft gear, a support arranged below the outer end of said center sill and projecting outwardly with respect thereto, the inner end of said support being rigidly secured to the adjacent outer end of said center sill, the outer end of said support projecting forwardly below the intenmediate portion of said shank, said operative connection between the inner end of said shank and said draft gear accommodating limited lateral pivotal movements of said shank in a generally horizontal plane and to either side of the longitudinal center line of said center sill and also accommodating limited vertical pivotal movements of said shank with respect to the generally horizontal plane, a plate member carried on the upper part of said support adjacent to the outer end thereof and positioned below the intermediate portion of said shank, a resilient mounting arranged between said support and said plate member and accommodating limited vertical movements of said plate member with respect to said support, a foot member carried on the lower part of said shank adjacent to the intermediate portion thereof and positioned above said plate member, said foot lHlBIllber slidably engaging said plate member to support said shank in a generally horizontal position in any angular position thereof, so as to accommodate the lateral pivotal movements of said shank in the generally horizontal plane and also to accommodate the vertical pivotal movements of said shank with respect to said support, said foot member having a normal position on said plate member wherein said coupling head is disposed in a corresponding central position arranged in substantial alignment with the longitudinal center line of said center sill, said foot member having a first operated position on said plate member 'wherein said coupling head is disposed in a corresponding first offset position located laterally on one side of the longitudinal center line of said center sill, said foot member having a second operated position on said plate member wherein said coupling head is disposed in a corresponding second oifset position located laterally on the other side of the longitudinal center line of said center sill, locking mechanism carried by one of said members and cooperating with the other of said members, said locking mechanism having a lock position and a first unlock position and a second unlock position, said locking mechanism in its lock position restraining said foot member in its normal position, said locking mechanism in its first unlock position releasing said foot member for sliding movement from its normal position into its first operated position, said locking mechanism in its second unlock position releasing said foot member for sliding movement from its normal position into its second operated position, and means for selectively operating said locking mechanism into its three positions named.

6. The railway car combination set forth in claim 5, wherein said resilient mounting arranged between said support and said plate member consists essentially of a live rubber block.

7. In a railway car including a longitudinally extending center sill having an open outer end, a striker rigidly carried by the extreme outer end of said center sill and having an opening therethrough communicating with the adjacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker being hollow and having a draftgear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination comprising a shank arranged in the'outer open end of said center sill and projecting-outwardly through the opening provided in said striker, a coupling head disposed well outwardly of said striker andrrigidly connected to the outer end of said shank, said coupling head being adapted to receive the unusual draft and-buff forces and to transmit the same to said shank, an operative connection between the inner end of said shank and said draft gear arranged to transmit both draft and bulf forces from said shank to said center sill through said draft gear, as support arranged below the outer end of said center sill and projecting outwardly with respect thereto, the inner end of said support being rigidly secured to the adjacent outer end of said center sill, the outer end of said support projecting forwardly below the intermediate portion of said shank, said operative connection between the inner end of said shank and said draft gear accom modating limited lateral pivotal movements of said shank in a generally horizontal plane and to either side of the longitudinal center line of said center sill, a plate member carried on the upper part of said support adjacent to the outer end thereof and positioned below the intermediate portion of said shank, a foot member carried on the lower part of said shank adjacent to the intermediate portion thereof and positioned above said plate member, said foot member slidably engaging said plate member to support said shank in a generally horizontal position in any angular position thereof and to accommodate the lateral pivotal movements of said shank in the generally horizontal plane, said foot member having a normal position on said plate member wherein said coupling head is disposed in a corresponding central position arranged in substantial alignment with the longitudinal center line of said center sill, said foot member having a first operated position on said plate member wherein said coupling head is disposed in a corresponding first offset position located laterally on one side of the longitudinal center line of said center sill, said foot member having a second operated position on said plate member wherein said coupling head is disposed in a corresponding second olfset position located laterally on the other side of the longitudinal center line of said center sill, locking mechanism carried by one of said members and cooperating with the other of said members, said locking mechanism having a lock position and a first unlock position and a second unlock position, said looking mechanism in its lock position restraining said foot member in its normal position, said locking mechanism in its first unlock position releasing said foot member for sliding movement from its normal position into its first operated position, said locking mechanism in its second unlock position releasing said foot member for sliding movement from its normal position into its second operated position, and means including a manually operable element for selectively operating said locking mechanism into its three positions named and for selectively moving said shank in order to effect selective movements of said foot member into its three positions named.

8. In a railway car including a longitudinally extending center s-ill having an open outer end, a striker rigidly carried by the extreme outer end'of said center sill and having an opening therethrough communicating with the adjacent open outer end of said centersill, the outer portion of said center sill disposed immediately inwardly' of said striker being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination comprising a shank arranged in the outer open end of said center sill and projecting outwardly through the opening provided in said striker, a coupling head disposed well outwardly of said striker and rigidly connectedto the outer end of said shank, said coupling head being adapted to receive the usual draft and buff forces and to transmit the same to said shank, an operative connection between the inner end of said shank and said draft gear arranged to transmit both draft and buff forces from said shank to said center sill through said draft gear, a support arranged below the outer end of said center sill and projecting outwardly with respect thereto, the inner end of said support being rigidly secured to the adjacent outer end of said center sill, the outer end of said support projecting forwardly below the intermediate portion of said shank, said operative connect-ion between the inner end of said shank and said draft gear accommodating limited lateral pivotal movements of said shank in a generally horizontal plane and to either side of the longitudinal center line of said center sill, a plate member carried on the upper part of said support adjacent to the outer end thereof and positioned below the intermediate portion of said shank, a foot member carried on the lower part of said shank adjacent to the intermediate portion thereof and positioned above said plate member, said foot member slidably engaging said plate member to support said shank in a generally horizontal position in any angular position thereof and to accommodate the lateral pivotal movements of said shank in the generally horizontal plane, said foot member having a normal position on said plate member wherein said coupling head is disposed in a corresponding central position arranged in substantial alignment with the longitudinal center line of said center sill, said foot member having a first operated position on said plate member wherein said coupling head is disposed in a corresponding first offset position located laterally on one side of the longitudinal center line of said center sill, said foot member having a second operated position on said plate member wherein said coupling head is disposed in a corresponding second offset position located laterally -on the other side of the longitudinal center line of said center sill, locking mechanism carried by said plate member and cooperating with said foot member, said locking mechanism having a lock position and a first unlock position and a secondunlock position, said locking mechanism in its lock position restraining said foot member in its normal position, said locking mechanism in its first unlock position releasing said foot member for sliding movement from its normal position into its first operated position, said locking mechanism in its second unlock position releasing said foot member for sliding movement from its normal position into its second operated position, means biasing said locking mechanism into its lock position, and a manually operable lever pivotally connected both to said shank and to said locking mechanism, wherein movement of said lever in one direction operates said locking mechanism against said biasing means into its first unlock position and effects movement of said shank in the corresponding one direction and movement of said lever in the other direction operates said locking mechanism against said biasing means into its secondunlock position and effects movement of said shankin the corresponding other direction.

9. In a railway car including a longitudinally extending center sill having a open outer end, a striker rigidly carried by the extreme outer end of said center sill and having an opening'therethrough communicating with the ad-- jacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination comprising a coupling head adapted to receive the usual draft buff forces, a primary shank formed integrally at the front end thereof with said coupling head and extending rearwardly therefrom, a bell having an open front end and arranged in surrounding relation with the rear end of said primary shank, a secondary shank formed integrally at the front end thereof with said bell and extending rearwardly therefrom, the rear portion of said secondary shank projecting rearwardly through the opening provided in said striker and into the Outer open end of said center sill, said coupling head and said primary shank and said bell and said secondary shank being arranged in substantial longitudinal alignment with each other. means mounting said primary shank for guided longitudinal sliding movements within said bell, lost-motion mechanism interconnecting said primary shank and said bell and limiting the longitudinal sliding movements of said primary shank within said bell and establishing both a front limit position and a rear limit position for said primary shank with respect to said bell, cushion mechanism housed Within said bell and interconnecting said primary shank and said bell and biasing said primary shank into its front limit position and resiliently opposing rearward longitudinal movement of said primary shank out of its front limit position and toward its rear limit position, whereby a draft force applied to said coupling head is transmitted via said primary shank to said bell by said lost-motion mechanism and thence to said secondary shank, whereby a buff force applied to said coupling head is transmitted via said primary shank to said bell by said cushion mechanism and thence to said secondary shank, an operative connection between the rear end of said secondary shank and said draft gear and arranged to transmit both draft and buff forces from said secondary shank to said center sill through said draft gear, a support arranged below the outer end of said center sill and projecting forwardly with respect thereto, the rear end of said support being rigidly secured to the adjacent outer end of said center sill, the front end of said support projecting forwardly below said bell, said operative connection between the rear end of said secondary shank and said draft gear accommodating limited lateral pivotal movements of said secondary shank in a generally horizontal plane to either side of the longitudinal center line of said center sill, whereby said bell and said primary shank and said coupling head partake of the lateral pivotal movements of said secondary shank, a plate member carried on the upper part of said support adjacent to the front end thereof and positioned below said bell, a foot member carried on the lower part of said bell and positioned above said plate member, said foot member slidably engaging said plate member to support said bell in a generally horizontal position thereof and to accommodate the lateral pivotal movements of said bell in the generally horizontal plane, said foot member having a normal position on said plate member wherein said coupling head is disposed in a corresponding central position arranged in substantial alignment with the longitudinal center line of said center sill, said foot member having a first operated position on said plate member wherein said coupling head is disposed in a corresponding first offset position located laterally on one side of the longitudinal center line of said center sill, said foot member having a second operated position on said plate member wherein said coupling head is disposed in a corresponding second offset position located laterally on the other side of the longitudinal center line of said center sill, locking mechanism carried by one of said members and cooperating with the other of said members,

' said locking mechanism having a lock position and a first unlock position and a second unlock position, said locking mechanism in its lock position restraining said foot member in its normal position, said locking mechanism in its first unlock position releasing said foot member for sliding movement from its normal position into its first operated position, said locking mechanism in its second unlock position releasing said foot member for sliding movement from its normal position into its second operated position, and means for selectively operating said locking mechanism into its three positions named.

10. In a railway car including a longitudinally extending center sill having an open outer end, a striker rigidly carried by the extreme outer end of said center sill and having anopening therethrough communicating with the adjacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination comprising a coupling head adapted to receive the usual draft and buff forces, a primary shank formed integrally at the front end thereof with said coupling head and extending rearwardly therefrom, a bell having an open front end and arranged in surrounding relation with the rear end of said primary shank, a secondary shank formed integrally at the front end thereof with said bell and extending rearwardly therefrom, the rear portion of said secondary shank projecting rearwardly through the opening provided in said striker and into the outer open end of said center sill, said coupling head and said primary shank and said bell and said secondary shank being arranged in substantial longitudinal alignment with each other, means mounting said primary shank for guided longitudinal sliding movements within said bell, lost-motion mechanism interconnecting said primary shank and said bell and limiting the longitudinal sliding movements of said primary shank within said bell and establishing both a front limit position and a rear limit position for said primary shank with respect to said bell, cushion mechanism housed within said bell and interconnecting said primary shank and said bell and biasing said primary shank into its front limit position and resiliently opposing rearward longitudinal movement of said primary shank out of its front limit position and toward it rear limit position, whereby a draft force applied to said coupling head is transmitted via said primary shank to said bell by said lost-motion mechanism and thence to said secondary shank, whereby a buff force applied to said coupling head is transmitted via said primary shank to said bell by said cushion mechanism and thence to said secondary shank, an operative connection between the rear end of said secondary shank and said draft gear and arranged to transmit both draft and buff forces from said secondary shank to said center sill through said draft gear, a support arranged below the outer end of said center sill and projecting forwardly with respect thereto, the rear end of said support being rigidly secured to the adjacent outer end of said center sill, the front end of said support projecting forwardly below said bell, said operative connection between the rear end of said secondary shank and said draft gear accommodating limited lateral pivotal movements of said secondary shank in a generally horizontal plane to either side of the longitudinal center line of said center sill and also accommodating limited vertical pivotal movements of said secondary shank with respect to the generally horziontal plane, whereby said bell and said primary shank and said coupling head partake of the lateral pivotal movements and of the vertical pivotal movements of said secondary shank, a plate member carried on the upper part of said support adjacent to the front end thereof and positioned below said bell, a resilient mounting arranged between said support and said plate member and accommodating limited vertical movements of said plate member with respect to said support, a foot member carried on the lower part of said bell and positioned above said plate member, said foot member slidably engaging said plate member to support said bell in a generally horizontal position in any angular position thereof, so as to accommodate the lateral pivotal movements of said bell in the generally horizontal plane and also to accommodate the vertical pivotal movements of said bell with respect to said support, said foot member having a normal position on said plate member wherein said coupling head is disposed in a corresponding central position arranged in substantial alignment with the longitudinal center line of said'center sill, said foot member having a first operated position on said plate member wherein said coupling head is disposed in a corresponding first offset position located laterally on one side of the 21) longitudinal center line of said center sill, said foot member having a second operated position on said plate member wherein said-coupling head is disposed in a corresponding second offset position located. laterallyon the other side of the longitudinal center line of said center sill, locking mechanism carried by one of said members and cooperating with the other of said members, said locking mechanism having :a lock position and a: first unlock position and a second unlock position, said locking mechanism in its lock positionrestraining said foot member in its normal position, said locking mechanism in its first unlock position releasing said foot member for sliding movement from its normal position into its first operated position, said locking mechanism in its, second unlock position releasing said foot member for sliding movement from its normal position into its second operated position, and means for selectively operating said locking mechanism into its three positions named.

11. In a railway car including a longitudinally extending center sill having an open outer end, a striker rigidly carried by the extreme outer end of said center sill and having an opening therethrough communicating with the adjacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination comprising :a shank arranged in the outer open end of said center sill and projecting outwardly through the opening provided in said striker, a coupling head disposed well outwardlyaof said striker and rigidly connected to the outer end of said shank, said coupling head being adapted to receive the usual draft and buff forces and to transmit the same to said shank, an operative connection between the inner end of said shank and said draft gear arranged to transmit both draft and bulf forces from said shank to said center sill through said draft gear, a support arranged below the outer end of said center sill and projecting outwardly with respect thereto, the inner end of said support being rigidly secured to the adjacent outer end of said center sill, the outer end of said support projecting forwardly below the intermediate portion of said shank, said operative connection between the inner end of said shank and said draft gear accommodating limited lateral pivotal movements of said shank in a generally horizontal plane and to either side of the longitudinal center line of said center sill, a plate member carried on the upper part of said support adjacent to the outer end thereof and positioned below the intermediate portion of said shank, a foot member carried on the lower part of said shank adjacent to the intermediate portion thereof and positioned above said plate member, said foot member slidably engaging said plate member to support said shank in 'a generally horizontal position'in any angular position thereof and to accommodate the lateral pivotal movements of said shank in the generally horizontal plane, said foot member having a normal position on said plate member wherein said coupling head is disposed in a corresponding central position arranged in substantial alignment with the longitudinal center line of said center sill, said foot member having a first operated position on said plate member wherein said coupling head is disposed in a corresponding first offset position located laterally on one side of'the longitudinal center line of said center sill, said foot member having a'second'operated position on said plate member wherein said coupling head is disposed in a corresponding second offset position located laterally on the other side of the longitudinal center line of said center sill, a rocking lever pivotally'mounted adjacent to the intermediate portion thereof on said plate member, a pair of locking elements respectively carried by the opposite ends of said rocking lever, a pair of locking abutments carried by said foot member and arranged in laterally spaced-apart relation and respectively 00- operating with said locking elements, said rocking lever having a normal position and a first operated position and .a second operated position, said rocking lever in its normal position moving said locking elements into locking relation with the respective ones of said locking abutments when said foot member is in its normal position, said rocking lever in its first operated position moving a first of said locking elements into unlocking relation with a corresponding first of said locking abutments, said rocking lever in its second operated position moving a second of said locking elements into unlocking relation with a corresponding sec-nd of said locking abutments, and means for selectively operating said rocking lever into its three positions named.

12. In a railway car including a longitudinally extending center sill having an open outer end, a striker rigidly carried by the extreme outer end of said center sill and having an opening t'herethrough communicating with the adjacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination comprising a shank arranged in the outer open end of said center sill and projecting outwardly through the opening provided in said striker, a coupling head disposed well outwardly of said striker and rigidly connected to the outer end of said shank, said coupling head being adapted to receive the usual draft and buff forces and to transmit the same to said shank, an operative connection between the inner end of said shank and said draft gear arranged to transmit both draft and buff forces from said shank to said center sill through said dr-aft gear, a suppont arranged below the outer end of said center sill and projecting outwardly with respect thereto, the inner end of said support being rigidly secured to the adjacent outer end of said center sill, the outer end of said support projecting forwardly below the intermediate portion of said shank, said operative connection between the inner end of said shank and said draft gear accommodating limited lateral pivotal movements of said shank in a generally horizontal plane and to either side of the longitudinal center line of said center sill, a plate member carried 0n the upper part of said support adjacent to the outer end thereof and positioned below the intermediate portion of said shank, a foot member carried on the lower part of said shank adjacent to the intermediate portion thereof and positioned above said pla'temember, said foot member slidably engaging said plate member to support said shank in a generally horizontal position in any angular position thereof and to accommodate the lateral pivotal movements of said shank in the generally horizontal plane, said foot member having a normal position on said plate member wherein said coupling 'head is disposed in a corresponding central position arranged in substantial alignment with the longitudinal center line of said center sill, said foot member having a firs-t operated position on said plate member wherein said coupling head is disposed in a corresponding first offset position located laterally on one side of the longitudinal center line of said center sill, said foot member having a second operated position on said plate member wherein said coupling head is disposed in a corresponding second offset position located laterally on the other side of the longitudinal center line of said center sill, locking mechanism carried by said plate member, a locking bolt carried by said foot member and projecting downwardly into cooperating relation with said locking mechanism, said locking mechanism having a lock position and a first unlock position and a second unlock position, movement of said foot member into its normal position moving said locking bolt into a normal position, movement of said locking bolt into its normal position operating said locking mechanism into its lock position, said locking mechanism in its first unlock position releasing said locking bolt for movement in a first lateral direction with said foot member, said locking mechanism in its second unlock position releasing said locking bolt for movement in a second lateral direction with said foot member, and manually operable means for selectively operating said locking mechanism into its first unlock position and its second unlock position.

References Cited UNITED STATES PATENTS 1,154,040 9/1915 Millikcn 21316 1,231,619 7/1917 Krakau 21316 X 3,108,697 10/1963 Metzgcr 213-21 3,258,131 6/1966 Manyek 21319 DRAYTON E. HOFFMAN, Primary Examiner. 

